COMMISSION REGULATION (EU) No /.. of XXX

Transcription

1 EUROPEAN COMMISSION Brussels, XXX [ ](2013) XXX draft COMMISSION REGULATION (EU) No /.. of XXX concerning the technical specification for interoperability relating to "safety in railway tunnels" of the rail system of the European Union (Text with EEA relevance) EN EN

2 COMMISSION REGULATION (EU) No /.. of XXX concerning the technical specification for interoperability relating to "safety in railway tunnels" of the rail system of the European Union (Text with EEA relevance) THE EUROPEAN COMMISSION, Having regard to the Treaty on the Functioning of the European Union, Having regard to Directive 2008/57/EC of the European Parliament and of the Council of 17 June 2008 on the interoperability of the rail system within the Community 1, and in particular Article 6(1), second subparagraph, thereof, Whereas: (1) Article 12 of Regulation (EC) No 881/ requires the European Railway Agency (''the Agency'') to ensure that the technical specifications for interoperability (the "TSIs") are adapted to technical progress, market trends and social requirements and to propose to the Commission any amendments to the TSIs which it considers necessary. (2) By Decision C(2010)2576 of 29 April 2010, the Commission gave the Agency a mandate to develop and review the TSI's with a view to extending their scope to the whole rail system in the Union. Under the terms of that mandate, the Agency was requested to extend accordingly the scope of the TSI relating to 'safety in railway tunnels'. (3) On 21 December 2012, the Agency issued a recommendation on the revised TSI relating to safety in railway tunnels. (4) In order to follow technological evolution and encourage modernisation, innovative solutions should be promoted and their implementation should, under certain conditions, be allowed. Where an innovative solution is proposed, the manufacturer or his authorised representative should state how they deviate from or how they complement to the relevant section of the TSI, and the innovative solution should be assessed by the Commission. If this assessment is positive, the Agency should define the appropriate functional and interface specifications of the innovative solution and develop the relevant assessment methods. (3)(5) In accordance with Article 17(3) of Directive 2008/57/EC, Member States are to notify to the Commission and other Member States the technical rules, the conformity assessment and verification procedures to be used for specific cases, and the bodies responsible for carrying out these procedures. The same obligation should be provided for as regards open points. 1 2 OJ L 191, , p. 1.. Regulation (EC) No 881/2004 of the European Parliament and of the Council of 29 April 2004 establishing a European Railway Agency (Agency Regulation) OJ L 164, , p. 1. EN 2 EN

3 (4)(6) Rolling stock currently operates under existing national, bilateral, multinational or international agreements. These agreements should not hinder current and future progress towards interoperability. The Member States should therefore notify such agreements to the Commission. (5)(7) This Regulation should apply to tunnels irrespective of their traffic volume. (6)(8) Some Member States already have safety rules in place which require a higher level of safety than that mandated in this TSI. This Regulation should allow Member States keeping such rules only concerning the infrastructure, energy and operation subsystems. Such existing rules are to be considered as national safety rules within the meaning of Article 8 of Directive 2004/49/EC. In addition, in accordance with Article 4 of this Directive, Member States shall ensure that railway safety is generally maintained and, where reasonably practicable, continuously improved, taking into consideration the development of Union legislation and technical and scientific progress and giving priority to the prevention of serious accidents. However, no additional measures should be prescribed for rolling stock. (7)(9) Member States are competent to define the role and responsibility of the rescue services. For tunnels falling within the scope of application of this Regulation, Member States should arrange rescue access in coordination with the rescue services. It is important to specify measures in the field of rescue which are based on the assumption that rescue services intervening in a tunnel accident shall protect lives, not material values such as vehicles or structures. (10) Commission Decision 2008/163/EC of 20 December 2007 concerning a TSI relating to 'safety in railway tunnels' 3 should hereby be repealed. (8)(11) In order to prevent unnecessary additional costs and administrative burden and in order not to interfere with existing contracts, Decision 2008/163/EC should continue to apply to certain subsystems and projects after its repeal. (9)(12) The measures provided for in this Regulation are consistent with the opinion of the Committee established in accordance with Article 29(1) of Directive 2008/57/EC, HAS ADOPTED THIS REGULATION: Article 1 The technical specification for interoperability (TSI) relating to the 'safety in railway tunnels' of the rail system of the entire European Union, as set out in the Annex, is hereby adopted. Article 2 The TSI shall apply to the control-command and signalling, infrastructure, energy, operation, as well as rolling stock subsystems as described in Annex II to Directive 2008/57/EC. The TSI shall apply to these subsystems in accordance with Section 7 of the Annex. Article 3 The technical and geographical scope of this Regulation is set out in Sections 1.1 and 1.2 of the Annex. 3 Commission Decision 2008/163/EC of 20 December 2007 concerning a TSI relating to 'safety in railway tunnels' (OJ L 64, , p. 1.) EN 3 EN

4 Article 4 1. With regard to specific cases listed in Section 7.3 of the Annex to this Regulation, the conditions to be met for the verification of the interoperability pursuant to Article 17(2) of Directive 2008/57/EC shall be those laid down by national rules in force in the Member State which authorise the placing in service of the subsystems covered by this Regulation. 2. Within six months of the entry into force of this Regulation, each Member State shall notify the other Member States and the Commission of: (a) the national rules referred to in paragraph 1; (b) the conformity assessment and verification procedures to be carried out to apply the national rules referred to in paragraph 1; (c) the bodies designated in accordance with Article 17(3) of Directive 2008/57/EC to carry out the conformity assessment and verification procedures with respect to the specific cases set out in Section 7.3 of the Annex. Article 5 1. Member States shall notify to the Commission the following types of agreement within six months of the entry into force of this Regulation: (a) national agreements between the Member States and railway undertakings or infrastructure managers, agreed on either a permanent or a temporary basis and required by the very specific or local nature of the intended transport service; (b) bilateral or multilateral agreements between railway undertakings, infrastructure managers or safety authorities which deliver significant levels of local or regional interoperability; (c) international agreements between one or more Member States and at least one third country, or between railway undertakings or infrastructure managers of Member States and at least one railway undertaking or infrastructure manager of a third country, which deliver significant levels of local or regional interoperability. 2. The agreements which have already been notified under Decision 2006/920/EC 4, Decision 2008/231/EC 5, Decision 2011/314/EU 6 or Decision 2012/757/EU 7 shall not be notified again. 3. Member States shall forthwith notify to the Commission any future agreements or modifications of the existing and already notified agreements. Article 6 In accordance with Article 9(3) of Directive 2008/57/EC, each Member State shall communicate to the Commission within one year of the entry into force of this Regulation the list of projects being implemented within its territory and that are at an advanced stage of development OJ L 359, , p. 1. OJ L 84, , p. 1 OJ L 144, , p. 1 OJ L 345, , p. 1 EN 4 EN

5 Article 7 Each Member State, acting in accordance with Chapter 7 of the Annex to this Regulation, shall update the national implementation plans for the TSI, established in accordance with Article 4 of Decision 2006/920/EC, Article 4 of Decision 2008/231/EC and Article 5 of Decision 2011/314/EU. Each Member State shall forward its updated implementation plan to the other Member States and the Commission by [six months of the entry into force of this Regulation] at the latest. Article 8 1. In order to keep pace with technological progress, innovative solutions may be required which do not comply with the specifications set out in the Annex and/or for which the assessment methods set out in the Annex cannot be applied. In that case, new specifications and/or new assessment methods associated with those innovative solutions may be developed according to the provisions of paragraphs 2 to Innovative solutions may be related to the subsystems referred to in Article 2, their parts and their interoperability constituents. 3. If an innovative solution is proposed, the manufacturer or his authorised representative established within the Union shall declare how it deviates from or complements to the provisions of the relevant TSIs and shall submit the deviations to the Commission for analysis. The Commission may request the opinion of the Agency on the proposed innovative solution. 4. The Commission shall deliver an opinion on the innovative solution proposed. If this opinion is positive, the appropriate functional and interface specifications and the assessment method, which need to be included in the relevant TSIs in order to allow the use of this innovative solution, shall be developed and subsequently integrated into the relevant TSIs during the revision process pursuant to Article 6 of Directive 2008/57/EC. If the opinion is negative, the innovative solution proposed cannot be applied. 5. Pending the review of the relevant TSIs, a positive opinion delivered by the Commission shall be considered as an acceptable means of compliance with the essential requirements of Directive 2008/57/EC and may be used for the assessment of the subsystem. Article 9 Commission Decision 2008/163/EC is repealed with effect from [same date as Loc&Pas, ENE and INF TSIs]. It shall however continue to apply to: (a) subsystems authorised in accordance with that Decision; (b) projects for new, renewed or upgraded subsystems which, at the time of publication of this Regulation, are at an advanced stage of development or are the subject of a contract which is being carried out. EN 5 EN

6 Article 10 This Regulation shall enter into force on the twentieth day following that of its publication in the Official Journal of the European Union. It shall apply from [same date as Loc&Pas, ENE and INF TSIs]. This Regulation shall be binding in its entirety and directly applicable in all Member States. Done at Brussels, For the Commission The President José Manuel BARROSO EN 6 EN

7 ANNEX Technical Specification for Interoperability for the Safety in Railway Tunnels 1. Introduction Technical scope Scope related to tunnels Scope related to rolling stock Scope related to operational aspects Risk scope, risks that are not covered by this TSI Geographical scope Definition of aspect/scope General The risk scenarios Hot incidents: Fire, explosion followed by fire, emission of toxic smoke or gases Cold incidents: collision, derailment Prolonged stop Exclusions The role of emergency response services Definitions Essential requirements Characterisation of the subsystem Introduction Functional and technical specifications of the subsystems Subsystem Infrastructure Subsystem Energy Subsystem rolling stock Functional and technical specifications of the interfaces Interfaces with the Control-Command-Signalling subsystem Interfaces with the Traffic Management and Operation subsystem Operating rules Emergency rule Tunnel emergency plan Exercises Isolation and Earthing procedures Provision of on-train safety and emergency information to passengers Operational rules related to trains running in tunnels Maintenance rules EN EN

8 Infrastructure Maintenance of rolling stock Professional qualifications Tunnel specific competence of the train crew and other staff Health and safety conditions Self-rescue device Infrastructure and Rolling stock registers Register of infrastructure Rolling Stock Register Interoperability constituents Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem Interoperability constituents Subsystems EC verification (general) Procedures for EC verification of a subsystem (modules) Existing solutions Innovative solutions Assessment of maintenance Assessment of operational rules Additional requirements for assessment of specifications concerning the IM Additional requirements for assessment of specifications concerning the RU Implementation Application of this TSI to new subsystems General New rolling stock New Infrastructure Application of this TSI to subsystems already in service Upgrade or renewal of rolling stock Upgrade and renewal measures for tunnels Operation subsystem Operation of new rolling stock in existing tunnels Specific cases General Operational rules related to trains running in tunnels (clause 4.4.6) Appendix A: Standards or Normative Documents Referred to in this TSI EN EN

9 Appendix B: Assessment of the Subsystems EN EN

10 1. INTRODUCTION 1.1. Technical scope (a) This TSI concerns the following subsystems as defined in Directive 2008/57/EC: control-command and signalling ( CCS ), infrastructure ( INF ), energy ( ENE ), operation ( OPE ), and rolling stock (locomotives and passenger units LOC&PAS ). (b) The purpose of this TSI is to define a coherent set of tunnel specific measures for the infrastructure, energy, rolling stock, control-command and signalling and operation subsystems, thus delivering an optimal level of safety in tunnels in the most costefficient way. (c) It shall permit free movement of vehicles which are in compliance with this TSI to run under harmonised safety conditions in railway tunnels. (d) Only measures, designed to reduce specific tunnel risks, are prescribed in the present TSI. Risks related to pure railway operation, such as derailment and collision with other trains, are addressed by general railway safety measures. (e) The existing safety level shall not be reduced in a country as stipulated in Directive 2004/49/EC Art 4.1. Member states can retain more stringent requirements, as long as these requirements do not prevent the operation of TSI compliant trains. (f) Member States can prescribe new and more stringent requirements for specific tunnels in accordance with Directive 2004/49/EC Art 8; such requirements shall be notified to the Commission before they are introduced. Such higher requirements must be based on a risk analysis and must be justified by a particular risk situation. They shall be the result of a consultation of the Infrastructure Manager and of the relevant authorities for emergency response, and they shall be subject to a costbenefit assessment Scope related to tunnels (a) This TSI applies to new, renewed and upgraded tunnels which are located on the European Union rail network, and which are in accordance with the definition in clause 2.4 of this TSI. (b) Stations that are in tunnels shall be in conformity with the national rules on fire safety. When they are used as safe areas, they shall comply only with the specifications for clauses , and of this TSI. When they are used as fire fighting points, they shall comply only with the specifications of clauses (c) and (e) of this TSI Scope related to rolling stock (a) This TSI applies to rolling stock which is in the scope of the LOC&PAS TSI. (b) Rolling stock categorised A or B according to the previous SRT TSI (Commission Decision 2008/163/EC) shall retain its category in this TSI as defined in clause Scope related to operational aspects (a) This TSI applies to the operation of all units of rolling stock which are running in tunnels described in clause EN 4 EN

11 Operation of freight trains (a) When each vehicle of a freight train or dangerous goods train as defined in clause 2.4 complies with the structural TSIs which apply to it (LOC&PAS, SRT, NOI, CCS, WAG) and when the dangerous goods wagon(s) comply with Annex II of Directive 2008/68/EC, the freight train or dangerous goods train operated according to the requirements of the OPE TSI shall be allowed to circulate in all tunnels of the European Union rail system Risk scope, risks that are not covered by this TSI (a) This TSI covers only specific risks to the safety of passengers and on-board staff in tunnels for the subsystems above. It also covers risks for people in the neighbourhood of a tunnel where collapse of the structure could have catastrophic consequences. (b) Where a risk analysis comes to the conclusion that other tunnel incidents might be of relevance, specific measures to deal with these scenarios shall be defined. (c) Risks not covered by this TSI are as follows: (1) Health and safety of staff involved in maintenance of the fixed installations in tunnels. (2) Financial loss due to damage to structures and trains, and consequently the losses resulting from non-availability of the tunnel for repairs. (3) Trespass into the tunnel through the tunnel portals. (4) Terrorism, as a deliberate and premeditated act which is designed to cause wanton destruction, injury and loss of life Geographical scope (a) The geographical scope of this TSI is the network of the whole rail system, composed of: The trans-european conventional rail system network (TEN) as described in Annex I section 1.1 Network of Directive 2008/57/EC The trans-european high-speed rail system network (TEN) as described in Annex I section 2.1 Network of Directive 2008/57/EC Other parts of the network of the whole rail system, following the extension of scope described in Annex I section 4 of Directive 2008/57/EC, and excludes the cases referred to in Article 1(3) of Directive 2008/57/EC. 2. DEFINITION OF ASPECT/SCOPE 2.1. General (a) The line of defence for the promotion of safety in tunnels comprises four successive layers: Prevention, mitigation, evacuation and rescue. (b) The largest contribution is in the area of prevention followed by mitigation and so on. (c) The layers of safety combine to produce a low level of residual risk. EN 5 EN

12 (d) A major feature of railways is their inherent ability to prevent accidents through the traffic running on a guide-way and generally being controlled and regulated using a signalling system The risk scenarios (a) This TSI provides measures which could prevent or mitigate the difficulty of evacuation or rescue operations following a tunnel-specific railway incident. EN 6 EN

13 (b) Relevant measures have been identified, which will control or significantly reduce the risks arising from the tunnel-specific incident scenarios identified above. (c) They have been developed, in the categories prevention/mitigation/evacuation/rescue; however they do not appear under these headings in this TSI but under the headings of the concerned subsystems. (d) The measures prescribed can be considered as a response to the following three types of incident Hot incidents: Fire, explosion followed by fire, emission of toxic smoke or gases. (a) (b) The main danger is fire. Fire is understood as a combination of heat, flames and smoke. The fire starts on a train. The fire is detected, either by on-board fire detectors, or by persons on-board. The driver is notified of a problem, either that there is a fire by an automatic notification or that there is a problem in general by passengers using the passenger alarm. The driver is instructed to act appropriately depending on the local circumstances. Ventilation is shut down to prevent smoke distribution. For rolling stock of category B, the passengers in the affected area will move to a non-affected area of the train where they are protected from fire and fumes Whenever possible the train leaves the tunnel. Passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area in the open air. If appropriate, the train may stop at a fire fighting point inside the tunnel. Passengers are evacuated, directed by the train crew, or by self-rescue, to a safe area. If a fire extinguishing system can extinguish the fire, the incident will become a cold incident. (c) The fire starts in the tunnel. If fire starts in a tunnel or in a technical room, the driver is instructed to act appropriately depending on the local circumstances in compliance with the tunnelspecific incident scenarios, described in the Emergency Plan Cold incidents: collision, derailment (a) The tunnel specific measures concentrate on access/egress facilities to support evacuation and the intervention of the emergency response services. (b) The difference compared to the hot incidents is that there is no time constraint due to the presence of a hostile environment created by a fire Prolonged stop (a) Prolonged stop (an unplanned stop in a tunnel, without the occurrence of a hot or cold incident, for longer than 10 minutes) is not by itself a threat to passengers and staff. (b) However it may lead to panic and to spontaneous, uncontrolled evacuation that exposes people to dangers present in a tunnel environment Exclusions (a) The scenarios that have not been dealt with are listed in clause EN 7 EN

14 2.3. The role of emergency response services (a) The definition of the role of the emergency response services is a matter for the relevant national legislation. (b) The measures specified in this TSI for rescue are based on the assumption that the emergency response services intervening in a tunnel incident shall protect lives as a priority. (c) It is assumed that they are expected to: (1) In a hot incident type Rescue people unable to reach a safe area Provide initial medical support to evacuees Fight a fire insofar as required to protect themselves and people caught in the incident Conduct evacuation from safe areas inside the tunnel to the final place of safety (2) In a cold incident type Rescue people Provide initial help to people with critical injuries Free trapped people Conduct evacuation to the final place of safety (d) No demands on time or performance requirements are included in this TSI. (e) Considering that incidents in railway tunnels involving multiple fatalities are rare, it is implicit that there might be events, with an extremely low probability, for which even well-equipped emergency response services would be restricted, such as a major fire involving a freight train. (f) If the expectations of the emergency response services expressed in emergency plans go beyond the assumptions described above, then additional measures or tunnel equipment can be provided Definitions For the purpose of this TSI the following definitions are used: (a) Railway tunnel: A railway tunnel is an excavation or a construction around the track provided to allow the railway to pass for example higher land, buildings or water. The length of a tunnel is defined as the length of the fully enclosed section, measured at rail level. A tunnel in the context of this TSI is 0.1km or longer. Where certain requirements apply only to longer tunnels, thresholds are mentioned in the relevant clauses. (b) Safe area: a safe area is a temporary survivable space, inside or outside the tunnel, for passengers and staff to find refuge after they have evacuated from a train. (c) Fire fighting point: a fire fighting point is a defined location, inside or outside the tunnel, where fire fighting equipment can be used by rescue services and where passengers and staff can evacuate from a train. EN 8 EN

15 (d) (e) (f) Technical rooms: Technical rooms are enclosed spaces with doors for access/egress inside or outside the tunnel with safety installations which are necessary for at least one of the following functions: self-rescue, evacuation, emergency communication, rescue and fire fighting, signalling and communication equipment, and traction power supply. Freight train: A freight train is a train composed of one or more locomotive(s) and one or more wagon(s). A freight train including at least one wagon carrying dangerous goods is a dangerous goods train. All definitions related to rolling stock are defined in the LOC&PAS TSI and the WAG TSI. EN 9 EN

16 3. ESSENTIAL REQUIREMENTS The following table indicates basic parameters of this TSI and their correspondence to the essential requirements as set out and numbered in Annex III to Directive 2008/57/EC. Element of the infrastructure sub-system Ref. Clause Safety Reliability Availability Health Environmental protection Technical compatibility Prevent unauthorised access to emergency exits and technical rooms Fire resistance of tunnel structures Fire reaction of building material Fire detection Evacuation facilities Escape walkways Fire fighting points Emergency communication Element of the energy subsystem Ref. Clause Safety Reliability Availability Health Environmental protection Technical compatibility Segmentation of overhead line or conductor rails EN 10 EN

17 Element of the energy subsystem Ref. Clause Safety Reliability Availability Health Environmental protection Technical compatibility Overhead line or conductor rail earthing Electricity supply Requirements for electrical cables in tunnels Reliability of electrical installations Element of the rolling stock sub-system Ref. Clause Safety Reliability Availability Health Environmental protection Technical compatibility Measures to prevent fire Measures to detect and control fire Requirements related to emergencies Requirements related to evacuation CHARACTERISATION OF THE SUBSYSTEM 4.1. Introduction (a) The European Union rail system, to which Directive 2008/57/EC applies and of which the subsystems are parts, has been developed to become an integrated system for which the consistency must be verified. (b) This consistency has been checked in relation to the development of the specifications within this TSI, its interfaces with respect to the systems in which it is integrated and also the operating rules for the railway. (c) Taking account of all the applicable essential requirements, the basic parameters related to safety in railway tunnels are set out for the subsystems infrastructure, EN 11 EN

18 energy and rolling stock in section 4.2 of this TSI. The operational requirements and responsibilities are set out in the OPE TSI and in section 4.4 of this TSI Functional and technical specifications of the subsystems (a) In the light of the essential requirements in Chapter 3, the functional and technical specifications of those aspects specific to tunnel safety in the above-mentioned subsystems are as follows: Subsystem Infrastructure Prevent unauthorised access to emergency exits and technical rooms This specification applies to all tunnels. (a) Unauthorised access to technical rooms shall be prevented. (b) Where emergency exits are locked for security purposes, it shall always be possible to open them from inside Fire resistance of tunnel structures This specification applies to all tunnels. (a) In the event of fire, the integrity of the tunnel lining shall be maintained for a period of time that is sufficiently long to permit self-rescue, evacuation of passengers and staff and intervention of the emergency response services. That period of time shall be in accordance with the evacuation scenarios considered and reported in the emergency plan. (b) In the cases of immersed tunnels and tunnels which can cause the collapse of important neighbouring structures, the main structure of the tunnel shall withstand the temperature of the fire for a period of time that is sufficient to allow evacuation of the endangered tunnel zones and neighbouring structures. This period of time shall be reported in the emergency plan Fire reaction of building material This specification applies to all tunnels. (a) (b) This specification applies to construction products and building elements inside tunnels. Tunnel building material shall fulfil the requirements of classification A2 of Commission Decision 2000/147/EC. Non-structural panels and other equipment shall fulfil the requirements of classification B of Commission Decision 2000/147/EC. (c) Materials that would not contribute significantly to a fire load shall be listed. They are allowed to not comply with the above Fire detection in technical rooms This specification applies to all tunnels of more than 1 km in length. (a) Technical rooms shall be equipped with detectors which alert the infrastructure manager in case of fire Evacuation facilities Safe area This specification applies to all tunnels of more than 1 km in length. EN 12 EN

19 (a) (b) (c) A safe area shall allow the evacuation of trains that use the tunnel. It shall have a capacity corresponding to the maximum capacity of the trains planned to be operated on the line where the tunnel is located. The safe area shall maintain survivable conditions for passengers and staff during the time needed for the complete evacuation from the safe area to a final place of safety. In case of underground/ undersea safe areas, the provisions shall allow people to move from the safe area to the surface without having to re-enter the affected tunnel tube. (d) The lay-out of an underground safe area and its equipment shall take into account the control of smoke, in particular to protect people who use the self-evacuation facilities Access to the safe area This specification applies to all tunnels of more than 1 km in length. (a) (b) (c) (d) Safe areas shall be accessible for people who commence self-evacuation from the train as well as for the emergency response services. One of the following solutions shall be selected for access points from a train to the safe area: (1) Lateral and/or vertical emergency exits to the surface. These exits shall be provided at least every m. (2) Cross-passages between adjacent independent tunnel tubes, which enable the adjacent tunnel tube to be employed as a safe area. Cross-passages shall be provided at least every 500 m. (3) Alternative technical solutions providing a safe area with a minimum equivalent safety level are permitted. The equivalent level of safety for passengers and staff shall be demonstrated using the Common Safety Method on risk assessment. Doors giving access from the escape walkway to the safe area shall have a minimum clear opening of 1,4m wide and 2,0m high. Alternatively it is permitted to use multiple doors next to each other which are less wide as long as the flow capacity of people is demonstrated to be equivalent or higher. After passing the doors, the clear width shall continue to be at least 1,5m wide and 2,25m high. (e) The way in which the emergency response services access the safe area shall be described in the emergency plan Communication means in safe areas This specification applies to all tunnels of more than 1 km in length. (a) Communication shall be possible, either by mobile phone or by fixed connection from underground safe areas to the control centre of the Infrastructure Manager Emergency lighting on escape routes This specification applies to all tunnels of more than 0,5 km in length. (a) Emergency lighting shall be provided to guide passengers and staff to a safe area in the event of an emergency. EN 13 EN

20 (b) Illumination shall comply with the following requirements: (1) Single-track tube: on the side of the walkway (2) Multiple-track tube: on both sides of the tube (3) Position of lights: above the walkway, as low as possible, so as not to interfere with the free space for the passage of persons, or built into the handrails. (4) The maintained illuminance shall be at least 1 lux at a horizontal plane at walkway level. (c) Autonomy and reliability: an alternative power supply shall be available for an appropriate period of time after failure of the main power supply. The time required shall be consistent with the evacuation scenarios and reported in the Emergency Plan. (d) If the emergency light is switched off under normal operating conditions, it shall be possible to switch it on by both of the following means: (1) manually from inside the tunnel at intervals of 250 m (2) by the tunnel operator using remote control Escape signage This specification applies to all tunnels. (a) The escape signage indicates the emergency exits, the distance and the direction to a safe area. (b) All signs shall be designed according to the requirements of Directive 92/58/EC of 24 June 1992 concerning the provision of health and/or safety signs at work and to the specification referenced in appendix A, index 1. (c) Escape signs shall be installed on sidewalls along escape walkways. (d) The maximum distance between escape signs shall be 50 m. (e) Signs shall be provided in the tunnel to indicate the position of emergency equipment, where such equipment is present. (f) All doors leading to emergency exits or cross-passage shall be marked Escape walkways This specification applies to all tunnels of more than 0,5 km in length. (a) Walkways shall be constructed in a single track tunnel tube on at least one side of the track and in a multiple track tunnel tube on both sides of the tunnel tube. In tunnel tubes with more than two tracks, access to a walkway shall be possible from each track. (1) The width of the walkway shall be at least 0.8 m. (2) The minimum vertical clearance above the walkway shall be 2.25m. (3) The height of the walkway shall be at top-of-rail level or higher. (4) Local constrictions caused by obstacles in the escape area shall be avoided. The presence of obstacles shall not reduce the minimum width to less than 0,7 m, and the length of the obstacle shall not exceed 2 m. EN 14 EN

21 (b) Continuous handrails shall be installed between 0.8m and 1.1m above the walkway providing a route to a safe area. (1) Handrails shall be placed outside the required minimum clearance of the walkway. (2) Handrails shall be angled at 30 to 40 to the longitudinal axis of the tunnel at the entrance to and exit from an obstacle Fire fighting points This specification applies to all tunnels of more than 1 km in length. (a) (b) For the purpose of this clause, two or more consecutive tunnels will be considered as a single tunnel unless both of the following conditions are met: (1) The separation between tunnels in open air is longer than the maximum length of the train intended to be operated on the line m and (2) The open air area and track situation around the separation between tunnels allow passengers to move away from the train along a safe space. The safe space shall contain all passengers of the maximum capacity of the train intended to be operated on the line. Fire fighting points shall be created (1) Outside both portals of every tunnel of >1km and (2) Inside the tunnel, according to the category of rolling stock that is planned to be operated, as summarized in the table below: Tunnel length Rolling stock category according to paragraph Maximum distance from the portals to a fire fighting point and between fire fighting points 1 to 5 km Category A or B No fire fighting point required 5 to 20 km Category A 5 km 5 to 20 km Category B No fire fighting point required >20 km Category A 5 km >20 km Category B 20 km (c) Requirements for all fire fighting points: (1) The fire fighting points shall be equipped with water supply (minimum 800l/min during 2 hours) close to the intended stopping point of the train. The method of supplying the water shall be described in the emergency plan. (2) The intended stopping position of the affected train shall be indicated to the train driver. This shall not require specific on-board equipment (all TSI compliant trains must be able to use the tunnel) (3) The fire fighting points shall be accessible to the emergency response services. The way the emergency response services access the fire fighting point and deploy equipment shall be described in the emergency plan. EN 15 EN

22 (d) (4) It shall be possible to switch off the traction energy supply and earth the fire fighting points electrical installation, either locally or remotely. Requirements for fire fighting points outside the portals of the tunnel In addition to the requirements in (c), fire fighting points outside the portals of the tunnel shall comply with the following requirements: (1) The open air area around the fire fighting point shall offer a minimum surface of 500 m². (e) Requirements for fire fighting points inside the tunnel In addition to the requirements in (c), fire fighting points inside the tunnel shall comply with the following requirements (1) A safe area shall be accessible from the stopping position of the train. Dimensions of the evacuation route to the safe area shall consider the evacuation time (as specified in clause ) and the planned capacity of the trains (referred to in clause ) intended to be operated in the tunnel. The adequacy of the sizing of the evacuation route shall be demonstrated. (2) The safe area that is paired with the fire fighting point shall offer a sufficient standing surface relative to the time passengers are expected to wait until they are evacuated to a final place of safety. (3) There shall be an access to the affected train for emergency response services without going through the occupied safe area. (4) The lay-out of the fire fighting point and its equipment shall take into account the control of smoke, in particular to protect people who use the selfevacuation facilities to access the safe area Emergency communication This specification applies to all tunnels of more than 1 km in length. (a) Radio communication between the train and the infrastructure manager control centre shall be provided in each tunnel with GSM-R. (b) Radio continuity shall be provided for permitting the emergency response services to communicate with their on-site command facilities. The system shall allow the emergency response services to use their own communication equipment Subsystem Energy This section applies to the infrastructure part of the subsystem Energy Segmentation of overhead line or conductor rails This specification applies to tunnels of more than 5 km in length. (a) The traction energy supply system in tunnels shall be divided into sections, each not exceeding 5 km. This specification applies only if the signalling system permits the presence of more than one train in the tunnel on each track simultaneously. (b) Remote control and switching of each switching section shall be provided. (c) A means of communication and lighting shall be provided at the switching location to enable safe manual operation and maintenance of the switching equipment. EN 16 EN

23 Overhead line or conductor rail earthing This specification applies to all tunnels of more than 1 km length. (a) Earthing devices shall be provided at tunnel access points and, if the earthing procedures allow the earthing of a single section, close to the separation points between sections. These shall be either portable devices or manually or remotely controlled fixed installations. (b) Communication and lighting means necessary for earthing operations shall be provided. (c) Procedures and responsibilities for earthing shall be defined between the Infrastructure Manager and the emergency response services, based on the emergency scenarios considered within the emergency plan Electricity supply This specification applies to all tunnels of more than 1 km length. (a) The electricity power distribution system in the tunnel shall be suitable for the emergency response services equipment in accordance with the emergency plan for the tunnel. Some national emergency response services groups may be self-sufficient in relation to power supply. In this case, the option of not providing power supply facilities for the use of such groups may be appropriate. Such a decision, however, must be described in the emergency plan Requirements for electrical cables in tunnels This specification applies to all tunnels of more than 1 km length. (a) In case of fire, exposed cables shall have the characteristics of low flammability, low fire spread, low toxicity and low smoke density. These requirements are fulfilled when the cables fulfil as a minimum the requirements of classification B2CA, s1a, a1, as per Commission Decision 2006/751/EC Reliability of electrical installations This specification applies to all tunnels of more than 1 km length. (a) Electrical installations relevant for safety (Fire detection, emergency lighting, emergency communication and any other system identified by the Infrastructure Manager or contracting entity as vital to the safety of passengers in the tunnel) shall be protected against damage arising from mechanical impact, heat or fire. (b) The distribution system shall be designed to enable the system to tolerate unavoidable damage by (for example) energizing alternative links. (c) Autonomy and reliability: an alternative power supply shall be available for an appropriate period of time after failure of the main power supply. The time required shall be consistent with the evacuation scenarios considered and included in the emergency plan Subsystem rolling stock (a) In the context of this TSI the subsystem rolling stock is subdivided into the following categories. (1) Category A passenger rolling stock (including passenger locomotives) for operation on lines within the scope of this TSI, where the distance between fire fighting points or the length of tunnels does not exceed 5km. EN 17 EN

24 (2) Category B passenger rolling stock (including passenger locomotives) for operation in all tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels. (3) Freight locomotives and self-propelling units designed to carry payload other than passengers, such as mail and freight for example, for operation in all tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels. Locomotives designed to haul freight trains as well as passenger trains fall under both categories and shall respect the requirements of both categories. (4) Self-powered on-track machines, when in transport mode, for operation in all tunnels on lines within the scope of this TSI, irrespective of the length of the tunnels. (b) The rolling stock category shall be recorded in the technical file and will remain valid regardless of future revisions of this TSI Measures to prevent fire This section is applicable to all categories of rolling stock Material requirements Requirements are set out in the LOC&PAS TSI clause These requirements shall also apply to the on-board CCS equipment Specific measures for flammable liquids Requirements are set out in the LOC&PAS TSI clause Hot axle box detection Requirements are set out in the LOC&PAS TSI clause Measures to detect and control fire Portable fire extinguishers Requirements are set out in the LOC&PAS TSI clause Fire detection systems Requirements are set out in the LOC&PAS TSI clause Automatic fire fighting system for freight diesel units Requirements are set out in the LOC&PAS TSI clause Fire containment and control systems for passenger rolling stock Requirements are set out in the LOC&PAS TSI clause Fire containment and control systems for freight locomotives and freight selfpropelling units Requirements are set out in the LOC&PAS TSI clause Requirements related to emergencies Emergency lighting system in the train Requirements are set out in the LOC&PAS TSI clause Smoke control Requirements are set out in the LOC&PAS TSI clause EN 18 EN

25 Passenger alarm and communication means Requirements are set out in the LOC&PAS TSI clause Running capability Requirements are set out in the LOC&PAS TSI clause Requirements related to evacuation Passenger emergency exits Requirements are set out in the LOC&PAS TSI clause Driver s cab emergency exits Requirements are set out in the LOC&PAS TSI clause Functional and technical specifications of the interfaces Interfaces with the Control-Command-Signalling subsystem Interface with the CCS subsystem SRT TSI CCS TSI Parameter Clause Parameter Clause Radio communication (a) Mobile communication functions for railways GSM-R Material characteristics (a) Essential requirements Chapter 3 Material characteristics Essential requirements Chapter Interfaces with the Traffic Management and Operation subsystem Interface with the OPE subsystem SRT TSI OPE TSI Parameter Clause Parameter Clause Emergency rule Ensuring that the train is in running order Train departure Degraded Operation Tunnel emergency plan Exercises Managing an emergency situation Provision of on-train safety and emergency information to passengers EN 19 EN

26 Interface with the OPE subsystem SRT TSI Tunnel specific competence of the train crew and other staff OPE TSI Professional competency Specific elements for train crew and auxiliary staff Operating rules (a) Operating rules are developed within the procedures described in the Infrastructure Manager safety management system. These rules take into account the documentation related to operation which forms a part of the technical file as required in Article 18(3) and set out in Annex VI of Directive 2008/57/EC. The following operating rules do not form any part of the assessment of the structural subsystems Emergency rule These rules apply to all tunnels. In light of the essential requirements in Chapter 3, the operating rules specific to tunnel safety are: (a) The operational rule is to monitor the train condition before entering a tunnel in order to detect any defect detrimental to its running behaviour and to take appropriate action. (b) In the case of an incident outside the tunnel, the operational rule is to stop a train with a defect that could be detrimental to its running behaviour before entering a tunnel. (c) In the case of an incident inside the tunnel the operational rule is to drive the train out of a tunnel, or to the next fire fighting point Tunnel emergency plan These rules apply to tunnels of > 1km. (a) An emergency plan shall be developed under the direction of the Infrastructure Manager(s), in co-operation with the emergency response services and the relevant authorities for each tunnel. Railway Undertakings intending to use the tunnel shall be involved in the development or adaptation of the Emergency Plan. Station managers shall be equally involved if one or more stations in a tunnel are used as a safe area or a fire fighting point. (b) The emergency plan shall be consistent with the self-rescue, evacuation, fire-fighting and rescue facilities available. (c) Detailed tunnel-specific incident scenarios adapted to the local tunnel conditions shall be developed for the emergency plan Exercises These rules apply to tunnels of > 1km. EN 20 EN

27 (a) Prior to the opening of a single tunnel or a series of tunnels, a full-scale exercise comprising evacuation and rescue procedures, involving all categories of personnel defined within the emergency plan, shall take place. (b) The emergency plan shall define how all organisations involved can be familiarised with the infrastructure and how often visits to the tunnel and table top or other exercises have to take place Isolation and Earthing procedures These rules apply to all tunnels. (a) (b) If disconnection of the traction power supply is required, the infrastructure manager shall make sure that relevant sections of the catenary or the conductor rail have been disconnected, and inform the emergency response services before they enter the tunnel or a section of the tunnel. It is the responsibility of the infrastructure manager to disconnect the traction power supply. (c) The responsibility and procedure for earthing shall be defined in the emergency plan. Provision shall be made for isolation of the section in which the incident has taken place Provision of on-train safety and emergency information to passengers (a) (b) Railway undertakings shall inform passengers of on board emergency and safety procedures related to tunnels. When such information is in written or spoken form, it shall be presented in the language of the country the train is running in as a minimum, plus English. (c) An operating rule shall be in place describing how the train crew ensures the complete evacuation of the train when this is necessary, including those people with hearing impairments that may be in closed areas Operational rules related to trains running in tunnels (a) Vehicles in conformity with the TSI as defined in clause shall be permitted to operate in tunnels in accordance with the following principles: (1) Category A passenger rolling stock shall be deemed to comply with the tunnel safety requirements for rolling stock on lines where the distance between fire fighting points, or the length of tunnels does not exceed 5km. (2) Category B passenger rolling stock shall be deemed to comply with the tunnel safety requirements for rolling stock on all lines. (3) Freight locomotives shall be deemed to comply with the tunnel safety requirements for rolling stock on all lines. However, Infrastructure Managers of tunnels longer than 20km are permitted to require locomotives with a running capability equivalent to that of category B passenger rolling stock for hauling freight trains in such tunnels. This requirement shall be clearly stated in the Register of Infrastructure defined in clause and in the Network Statement of the IM. (4) On-track machines shall be deemed to comply with the tunnel safety requirements for rolling stock on all lines. EN 21 EN